Some do, Some don't. If you really want to see how they interact with the city, then pick up a city map with the rail superimposed showing all the stations. On a detail city map, they are generally true to form on a cartoon as some of those shown above, they are just straight lines. How Chastain's map would appear on a map would depend on how a cartographer decided to protray it. My guess is that the big turn DT from Broadway towards Main would show up but the little pertubations in the Midtown area would not. I understand the concept, I've been riding transit lines (not necessarily all light rail) in Europe regularly for the last 9 years.49r wrote: Chastain's route would appear as a straight line in a transit map such as the ones posted above.
Transit maps DO NOT account for all the twists and turns in a rail line. Ride the red line in Boston between Kendall, Central, Harvard and Porter sometime and you'll see what I mean.
i might also add that the brown line in chicago is incredibly slow, but yet it remains packed every day for rush hour. it's getting a major overhaul as we speak.49r wrote: Chastain's route would appear as a straight line in a transit map such as the ones posted above.
Transit maps DO NOT account for all the twists and turns in a rail line. Ride the red line in Boston between Kendall, Central, Harvard and Porter sometime and you'll see what I mean.
OK, but in Chicago there are compelling reasons to use mass transit even if its slow....the problems associated with driving, if you even own a car, lack of parking, and a really dense population in close proximity to infrastructure. Light rail in KC has to compete with the ease of automobile use.....and practically everyone has a car.DaveKCMO wrote: i might also add that the brown line in chicago is incredibly slow, but yet it remains packed every day for rush hour. it's getting a major overhaul as we speak.
This doesn't make sense to me, considering a pretty significant portion of St. Louis's system is in subways...DaveKCMO wrote: pretty much all rail cars are custom in some way and cost depends largely on the system configuration. however, traditional overhead electric catenary cars that aren't designed to go underground and run on standard gauge rail are cheapest (see st. louis).
^Oh definitely. Light rail is definitely cheaper than heavy rail, but it is even more versatile, having the capability to run on streets, in trenches, in subways, on bridges and elevated tracks.DaveKCMO wrote: sorry, i should clarify that i was referring to "third rail" systems (NYC, DC, LA's red line, boston's orange line), of which many go underground (and most are called subways). do locals call the st. louis system the "subway"? my basic point stands true... overhead catenary is cheaper than third rail/underground/subway.
But what's going to happen to the Union Station traffic congestion when 4000-9000 regular and seasonal workers converge on the area beginning this Spring. I'm not nay-saying your concerns over the route, but I think traffic congestion is going to emphasize the imperative to develop a Light Rail system in Kansas City. I think the City council may sense this subconsciously, and consciously since the ballot initiative passed.Highlander wrote: OK, but in Chicago there are compelling reasons to use mass transit even if its slow....the problems associated with driving, if you even own a car, lack of parking, and a really dense population in close proximity to infrastructure. Light rail in KC has to compete with the ease of automobile use.....and practically everyone has a car.
Oh, I agree wholeheartedly. This will definately cause traffic issues which will highlight the need for transit (although I believe parking still won't be much of a problem). I think that is a good problem to have as it shows the area is becoming vital. But, it does not change the fact that Main is still a better route than Broadway.advocrat wrote: But what's going to happen to the Union Station traffic congestion when 4000-9000 regular and seasonal workers converge on the area beginning this Spring. I'm not nay-saying your concerns over the route, but I think traffic congestion is going to emphasize the imperative to develop a Light Rail system in Kansas City. I think the City council may sense this subconsciously, and consciously since the ballot initiative passed. .
aka pundits.advocrat wrote: ...and the Ruckus doofusses tend to be complainers, not leaders.
Earlier this week, the Charlotte region’s Metropolitan Transit Commission (MTC) approved Charlotte Area Transit System’s (CATS) 2030 Corridor System Plan and prioritized several projects. During the next two decades, CATS will construct four rapid transit corridors and launch streetcar service.
In 2013, the agency plans to open the $740.5 million Northeast Corridor, an extension of the LYNX light-rail line — currently under construction — from 7th Street in Center City to the University of North Carolina at Charlotte campus.
CATS also will construct a North Corridor commuter-rail line, which will run over existing Norfolk Southern Railway tracks to connect with a proposed Charlotte Gateway Station in Center City, then run to northern Mecklenburg and Mount Mourne. The project includes building 10 stations and realigning a portion of track in Huntersville to serve a proposed development. The $261 million first phase — between Huntersville, Cornelius, Davidson and Charlotte — is expected to be complete in 2012. Scheduled to be complete in 2019, the $111.9 million second phase calls for increasing service levels. CATS will develop a funding plan for the project and present options to the MTC by July 1, 2007.
In addition, the agency plans to soon finalize draft environmental documents for a streetcar service that would operate in Charlotte between the Rosa Parks Place Community Transit Center, along Beatties Ford Road to Uptown and continue to Eastland Community Transit Center. The $210.6 million first phase is scheduled to be completely by 2018; the $209.8 million second phase would be complete by 2023.
Not sure what the total employment at IRS will be in peak season but the total employment will be around the clock instead of 8 to 5. Also, the shifts tend to be staggered. That should help alleviate some of the traffic concernsadvocrat wrote: But what's going to happen to the Union Station traffic congestion when 4000-9000 regular and seasonal workers converge on the area beginning this Spring.
